It's been a long time coming, but the Italian 5-Series rival is almost here and it's shaping up to be a stunner.
Alfa has taken the decision to make the 169 rear wheel drive - ensuring a more dynamic driving expereince
Alfa is back to what it does best! These are the most accurate renderings yet of Alfa's all-new flagship saloon, the 169. And the long-awaited replacement for the unsuccessful 166 is taking on the Germans the the only way Alfa knows how, with stunning design.
The 169 heralds a new styling direction for the firm. While the grill is still very much part of the Alfa family, the rear end is all-new while the overall exterior will take inspiration from the new crop of four-door coupes such as the Mercedes CLS and Audi A5 Sportback.There's even a hint of the elegant Maserati Quattroporte in its flowing profile.
Pitched as a direct 5-series rival, top-end models could even take on the likes of the larger Jaguar XJ. But in order to compete with the established players, Alfa has taken the decision to make the 169 rear wheel drive - ensuring a more dynamic driving expereince. To achieve this Alfa could borrow the next Chrysler 300C platform - which in itself is a slightly shortened version of the Quattroporte's underpinnings - a perfect example of how the Chrysler-Fiat tie-up will save both companies piles of cash, by stretching their resources across a number of brands.
Engine choices are still unconfirmed, but likely to include all-new petrol and diesel V6's. There are even rumours that the 450bhp 4.7-litre V8 from the 8C Competizione supercar could find its way into a range-topping GTA variant, designed to give the BMW M5 and Mercedes E63 AMG something to think about.
Originally previewed by the Visconti concept at the Geneva motor show way back in 2004, the 169 was earmarked for a 2009 debut. But due to the economic crisis it's been repeatedly delayed, and now an on-sale date sometime in late 2011 seems feasible - although we can look forward to another gorgeous concept previeweing the 169 breaking cover at a major motor show next year.
Cleaner, 7-Series-style look for big exec with new engines and stop-start to slash emissions
Our German sources have revealed all the details on the car
The new BMW 5-Series is here! The official unveiling of the new executive express is imminent, but Auto Express is one step ahead of the competition.
Our exclusive images show exactly how the model will shape up. And our German sources have revealed all the details on the car, which is set to be better to drive than ever, yet cheaper to run.
It will look smoother, too, with former design chief Chris Bangle’s controversial styling dropped in favour of a much more conservative shape.
Gone is the awkward boot lip, replaced by a tail inspired by the 7-Series, while a bold crease runs from the front wheelarch to the rear lights. This emphasises the extra 20mm of length the new model has over the outgoing car. Inside, the 5-Series will share its cabin layout with the recently launched 5-Series GT.
As with its Mercedes E-Class arch rival, a barrage of cutting-edge technology will appear – and a healthy proportion of it will be devoted to driving enjoyment. Four-wheel steering is to be carried over from the 5-Series GT, while an active rear differential will provide maximum traction.
Efficiency is high on the agenda, with stop-start ensuring that CO2 emissions tumble by 10-15 per cent. Four-cylinder models are fitted with the set-up from launch, while six-cylinder cars get it in 2011.
Economy is also boosted by new engines, including a 175bhp 2.0-litre four-cylinder unit for the 520i. This will be replaced at a later date by a 2.0-litre turbo, delivering either 200bhp or 250hbp.
The 272bhp straight-six from the 530i will be carried over unchanged, but the 550i will swap its 4.8-litre V8 for the cleaner and more powerful 401bhp twin-turbo 4.4-litre V8 from the 7-Series.
Diesel models will receive a similar shake-up. Although the 177bhp 520d will still be the entry point, a 3-Series-style EfficientDynamics variant with emissions of less than 120g/km is likely. Gone is the 197bhp six-cylinder unit from the 525d, replaced by a significantly more efficient 204bhp four-cylinder engine from the 123d. Both the 235bhp 530d and 286bhp twin-turbo 535d will return.
We’ve recently driven ActiveHybrid versions of the 7-Series and X6, and a petrol-electric 5-Series will follow. This variant is likely to appear in showrooms in 2011.
It will feature the same layout as the ActiveHybrid 7, combining a proven 218bhp 3.0-litre petrol engine from the 525i with an electric motor housed in the eight-speed automatic gearbox. But unlike the 7-Series, the ActiveHybrid 5 will have the ability to drive up to 2.5 miles on electric power alone.
The 5-Series family will grow when the Touring version is introduced in February. But performance fans will have to wait until 2012 for the next M5 – and the existing car’s V10 will make way for a 555bhp 4.8-litre twin-turbo V8.
Ultimate M3 arrives boasting 450bhp V8 and track-inspired suspension
Under the M3 GTS' bonnet lies a new 4.4-litre V8 based on the 4.0-litre unit found in the standard M3.
TAKE a look at the most extreme M3 ever! This tangerine dream is the GTS – a hardcore track-inspired flagship that takes BMW's popular coupe into new territory with an uprated V8 engine, a roll cage and a price tag in excess of £100,000.
Like Porsche's 911 GT3 RS, it's aimed at owners who like to occasionally take their car to racing circuits. And with much of the testing of the newcomer done at the famous Nurburgring – our spy photographers caught a prototype there last month – the GTS will certainly be at home on the track.
Under the bonnet lies a new 4.4-litre V8, which is based on the 4.0-litre unit found in the standard car. Power goes up by 36bhp to 450bhp, while the six-speed manual transmission is swapped for the twin clutch seven-speed M-DCT system, which boasts tweaked shifts.
In addition, the chassis gets a whole host of upgrades, including new springs and dampers (the rear axle support is bolted into place for extra rigidity too) while new 19-inch alloys get 255/35 front and 285/30 rear tyres. Aerodynamics are enhanced by a huge rear wing that produces actual downforce, along with a larger front splitter. Both are adjustable.
Weight saving measures go far beyond the standard car's carried-over carbon fibre roof too, and include lightweight racing seats, a new titanium exhaust, the removal of the car's air conditioning system and the rear seats. In their place is a roll cage (for added body stiffness and safety on the track), along with a fire extinguisher.
There's no word on whether the GTS will be available in right-hand drive, but it's unlikely as the car is only being made to order in Germany, where it commands a price tag of 115,000 euros.
It's the ‘baby’ Ferrari that’s quicker than the legendary F40 and about as rapid as the mighty Enzo!
Put your foot down, all three exhaust valves open and the 458 can be heard for several miles.
Marking an incredible new chapter in the history of the prancing horse, the 458 Italia is not only faster, bigger, slightly heavier and more expensive than the car it replaces – but it’s also far more desirable.
There’s no doubt that Ferrari has really gone to town on the 458 – its basic statistics are amazing. With an all-new 4.5-litre V8, it produces 562bhp at 9,000rpm and 540Nm of torque at 6,000rpm. Claimed performance is staggering with 0-62mph in 3.4sec, 0-124mph in 10.4sec (that’s 0.6sec faster than the 599) and, as Ferrari modestly puts it, a top speed of ‘over’ 202mph.
Technology oozes from every corner of this machine. The engine is based on the motor Ferrari built for the A1GP racing car. It uses a very clever variable intake system that allows the engine to rev to 9,000rpm but also pull very strongly from low speed.
A new aluminium bodyshell carries a wheelbase that is 50mm longer than the old 430’s, and a very quick steering rack with just two turns lock-to-lock. Improvements have been made to the front and rear suspension, especially in camber control, and as a result the 458 doesn’t need to rely on its anti-roll bars as much as the 430 did.
Endless hours in the wind tunnel have produced a functional shape that looks far better in the flesh than it does in pictures. Despite having no traditional wings, at 200mph the 458 produces 360kg of downforce. There are countless aero-details to enjoy but perhaps the best two are the moveable vanes in the front air-intakes that shift downwards at speed to direct the airflow under the car, and therefore reduce drag. What’s more, there’s also neat intake by the front headlight that exits on the front wheelarch and reduces lift over that section of bodywork by 40 per cent.
But behind the wheel, it’s the gearbox that makes the first impression. Ferrari has decided to ditch its F1-derived paddle shift system, and also the open-gated traditional manual, in favour of a seven-speed DCT (dual clutch transmission). It works very well, providing a clever combination of feel and smoothness. Each shift takes just 50 milliseconds, so the immediacy of the old F1 system remains, and yet in traffic the car is much, much easier to drive. It’s well worth the 25kg weight penalty over the old ‘box.
Of course the engine is sensational. What surprises is how well it pulls from low-revs and how docile it is when you just want to dawdle about. But it goes crazy above 6000rpm and fully lives-up to its claimed figures. The noise is spectacular too: on small throttle openings the intake and exhaust stay quiet (only the centre pipe of the three exhaust outlets is open), but when you put your foot down, all three open and the 458 can be heard for several miles.
The handling is just as sensational. The steering is full of feel and the quick rack means that even hairpins require simply a flick of the wheel. Needless to say, the chassis offers lots of grip but it’s the level to which you can adjust it that’s even more impressive. Thanks to the steering wheel mounted Manettino – a dial which allows to select various tracton control settings – you can leave the car’s electronics to provide you with ulimate traction, or switch it to ‘race’ mode or even turn it off completely, and let the tail slide in corners. Factor in brilliant carbon ceramic brakes but a surprisingly refined ride and it all adds up to an winning combination.
Some people will find the cabin a little too futuristic, but it’s hard to fault the ergonomic thinking behind it. All of the major functions – indicators, wipes and chassis controls – are on the steering wheel and the two screens wither side of the large rev counter can display everything from speed to brake temperatures. It’s hard to find fault with the 458. It’s expensive and not everyone thinks it is beautiful, but as a driving machine it is mighty impressive and until the new McLaren arrives, it is the master of this small section of the marketplace.
Four rings has raft of green technology - saving fuel and cash
Unlike some rivals, Audi doesn’t currently have a specific green sub-brand.
However, it recently built the A4 Concept E – a model designed to be as fuel-efficient as possible. In fact, it manages to cut consumption to 70.8mpg on the combined cycle, and emit only 105g/km of CO2. These are remarkable figures for such a large and practical car.
Thankfully, the technology isn’t confined to show models, as you can opt for frugal versions of the A3 and A4. The former uses a 1.6-litre TDI diesel to emit 109g/km and return 68.9mpg; the latter has a 2.0 TDIe, and gives 120g/km and 61.4mpg.
It’s not only economy specials that are targeted in Audi’s quest for greater efficiency, however, as there is a number of fuel-saving devices in various cars across the four rings model range.
All TDI diesel engines use common-rail technology, which sees precise amounts of fuel being injected into the combustion chambers to maximise returns.
On 2.0-litre diesel and petrol models, Audi’s Start/Stop system is fitted. This works in the same way as rivals’ set-ups – killing the engine when you bring the car to a halt and release the clutch in neutral, and then firing it up again when you press the left pedal. The result of this is lower fuel consumption and CO2 emissions.
Larger diesels, such as the 3.0 TDI in the Q7 4x4, use a special catalytic converter and exhaust gas additive, called AdBlue, to remove nitrous oxide from the emissions. The formula is replaced when the car is serviced, so owners aren’t inconvenienced.
Diesel units aren’t alone in using clever innovations to reduce consumption, though. All Audis bar the R8, A8 and Q7 can be specified with the firm’s turbocharged T FSI engines, which were the first in the world to combine petrol direct injection and forced induction. This increases efficiency while offering more power.
Many cars in the range use what bosses refer to as Recuperation – this is Audi’s version of brake regeneration, and it engages the alternator when the car is coasting or braking, before feeding the energy into the battery. It’s used to run on-board gadgets, so they don’t steal power from the engine.
The company expects this to boost economy by up to three per cent.
Plus, before all this technology is fitted to any Audi, the brand uses aluminium extensively in its models’ chassis and bodywork to keep weight down, and in turn boost efficiency.
From Alfa to Volvo, our guide looks at all the eco-badged models in showrooms – and rates the best-value buys...
We tell you about all the next generation of Green cars and new innovations to look out for.
Hardly a week goes by without another manufacturer adding a ‘green’-badged car to its range. From BlueMotion and BlueEFFICIENCY to ECOnetic and ecoFLEX, the new models keep appearing!
But just how efficient are these newcomers, and how much money will they enable you to save?
We’ve answered these questions and more in this special A-Z guide, which gives you all the information you need to make the right choice.
Our experts have run the rule over each of the major brands currently on sale in the UK , and picked out the star buy.
Plus, we tell you about all the next generation of Green cars and new innovations to look out for.
Buying any new vehicle is a complicated business, and with firms rushing to jump on the eco bandwagon, it’s easy to get hoodwinked by glitzy sales brochures and dazzling figures.
That’s why we’ve put together the ultimate green car guide – if you’re in the market for a new model, you can’t afford not to read it!
Flagship version of SEAT's Ibiza Cupra features blacked-out grille, but is it all mouth and no trousers?
It’s SEAT’s hottest Ibiza yet! The Spanish firm has pumped-up its stylish supermini with the addition of a lusty 178bhp 1.4-litre supercharged and turbocharged engine - and for this range-topping Bocanegra version there’s a host of unique styling cues, too. But how will it fare on UK roads?
Distinguished by its glossy black headlamp and grille surround (Bocanegra is Spanish for ‘black mouth’) the sizzling hatch certainly looks the part, with its jagged lines and cool, 17-inch anthracite alloy wheels.
Fire up the Volkswagen-sourced 1.4-litre TSI unit and you’re met with a brilliant sporty growl from the exhaust that intensifies as the revs rise. The seven speed DSG semi-automatic gearbox adds to the aural drama too, as it automatically blips the throttle when changing down, which makes for a smooth changes and a sudden woofle from the rear pipes.
The Ibiza is at its most comfortable when hammering through bends – there’s masses of grip and virtually no body roll thanks to the wide tyres, firm suspension and SEAT’s XDS system that mimics the action of a limited slip differential by braking the wheel with least grip. The steering is direct and precise, but not quite as communicative as French rivals like the RenaultSport Twingo.
Inside, there are numerous nods to the Bocanegra’s sporting potential, such as the bright red stitching on the seats and flat-bottomed steering wheel, carbon fibre detailing and a B. emblem embossed on the supportive seats.
The cabin is well built too, with quality soft-touch plastics and familiar, robust VW switchgear. It is a little dark though, and lacks the theatre of fellow sporting hatchbacks - rear leg and head room is tight as well, so back seat passengers might not welcome long journeys.
Look at the figures and the Ibiza Bocanegra has all the bases covered. It will scorch from 0-60mph in only 7.2 seconds but, during normal driving, comfortably average 44.8mpg and emits only 148g/km of CO2 – that’s one of the best blends of performance and low running costs on the market.
Is diesel SUV’s place at top of class now under threat?
When BMW revealed its first-generation X5 in 1999, it turned the premium SUV sector on its head.
The newcomer was an instant hit thanks to its car-like performance, sharp driving dynamics and rugged image.
The second generation arrived in 2007, and added an element of eco-friendliness to the existing list of talents.
Thanks to the company’s EfficientDynamics technology, the X5 promises economy and CO2 emissions that traditional rivals can only dream of. But can it match the hi-tech Lexus when it comes to green credentials and image?
What’s immediately clear is that the X5 has more visual appeal. With its raised ride height, muscular bodywork, roof rails and running boards, the German car looks tougher than the RX. It also has a useful split tailgate, which opens to reveal a much larger boot than you’ll find in the Lexus.
With the rear bench in place, there’s a healthy 620-litre load area, and this increases to an impressive 1,750 litres if you fold the chairs flat. Adding to this versatility is the optional third row of seats that unfolds from the boot floor. However, these are only practical for children, and at nearly £1,300 they’re pricey.
There’s no problem with space in the rest of the interior, as the BMW matches the Lexus for passenger room. Better still, the X5’s deeper side windows help give the cabin a more airy feel. And while the dashboard design isn’t as bold as the RX’s, it’s logically laid out and solidly constructed, and features top-quality materials.
As with all BMWs, the engine forms a big part of the X5’s appeal. The torquey 3.0-litre twin-turbo diesel isn’t as smooth as the RX’s hybrid drivetrain, although it provides similar firepower.
In terms of outright pace, the Lexus has the edge, but in the real world the differences are difficult to spot. The BMW’s oil-burning engine delivers strong mid-range punch, while the six-speed automatic box serves up seamless shifts.
Turn into a corner and it’s clear the X5 shares DNA with its sports saloon cousins. The steering is direct and has much more weight than that of the Lexus, and there’s plenty of grip.
Yet despite otherwise excellent body control, the heavier BMW couldn’t match the composure and poise of the Japanese car in high-speed lane changes.
The X5 also trails over bumps. It doesn’t filter out poor road surfaces quite as effectively, thanks to its stiffer suspension set-upand run-flat tyres.
When it comes to price, the BMW has the advantage. Even if you load it up with optional extras to match the lengthy kit list of the Lexus, you’ll still save £2,940.
This will be soon wiped out by the higher running costs, though. We managed disappointing economy of 23.5mpg, while a higher-rate earner will pay £5,714 a year in company car tax – that’s a huge £2,283 more than the Lexus.
In the face of such evidence, the BMW has its work cut out if it wants to take the win here
Hybrid power is the only option on Lexus’ new RX SUV. Does this help it top the class – or hold it back? We find out as it meets BMW’s diesel X5.
Auto Express Car Reviews
October 2009
Lexus is hoping to make a splash with its new RX 450h! The SUV blends off-road looks with the latest generation of the firm’s petrol-electric technology to deliver family car fuel economy of 44.8mpg on the official combine cycle.
The luxury brand is committed to hybrids and, in keeping with its stated aim of providing a range comprised solely of hi-tech battery-assisted vehicles, the new RX is available only with petrol-electric power.
Is it good enough to rival the ultimate on-road SUV? If you’re planning to stick to the highway, the dynamic BMW X5 takes some beating. It doesn’t come with the option of a hybrid drivetrain, yet buyers do get a choice of excellent diesel engines. And they don’t come much better than the firm’s 3.0-litre unit – even though its claimed combined fuel return is only 34.4mpg.
Hybrids traditionally struggle to match their claimed figures, so will the Lexus win at the pumps? And even if it does, is the new RX a better buy than the X5? We got our feet wet to find out...
Hybrid power for three-door coupe which goes on sale next summer.
This is the all-new hybrid sports car from Honda which is set to hit UK showrooms by next summer. The car in question is the eagerly anticipated CR-Z, the spiritual successor to the much loved MkII CR-X.
The CR-Z will become Honda’s third hybrid after the Civic and Insight. Like them, it will use Honda’s Integrated Motor Assist (IMA) system, which is also due in the Jazz at some point in the near future. Honda’s new CEO, Takanobu Ito, also confirmed the firm is developing a new hybrid system for use in mid-to-large vehicles. An engineer by training, Ito knows a thing or two about Honda sports cars, as he was instrumental in turning the NSX supercar from concept to reality. The CR-Z will hit Japanese showrooms in February next year, before arriving on British forecourts a few months later.
The 79th International Geneva Motor Show sees the introduction of the exciting new 2010 Model Year Lotus Exige S with a newly designed front end, a new rear wing and impressive emissions of just 199 g/km CO2.
The Lotus Exige is a renowned high performance coupe that has a well earned reputation of choice for drivers who demand uncompromised performance, both on the road and on the track.
Lotus has always pursued efficiency and fuel economy and for the 2010 Model Year Lotus Exige S, Lotus has reduced the emissions to only 199 g/km CO2 and increased the fuel economy to an impressive 8.5 litres/100 km on the Official European Combined Cycle and a frugal 6.5 litres/100 km on the Official European Extra Urban Cycle.
The 2010 Model Year also sees the introduction of a few key changes to the Exige to enhance the look and improve aerodynamic performance.
A restyled front end and new larger, rear wing that not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.
The composite rear wing is based on the design from the Exige GT3 road car concept shown at the Geneva Motorshow in 2007. Compared to the 2009 Model Year Exige tailgate mounted wing it is 181 mm wider and mounted 46 mm higher and 61 mm further back. It is attached to the rear bodyshell clam via rear end plates which not only increases the stiffness of the whole structure but also ensures that as much of the airflow as possible passes over the rear wing. This careful airflow management increases stability, reduces drag and, most importantly, maintains the impressive downforce figures of 42 kg at 160 km/h.
The restyled front end includes a larger, more angular air intake mouth to help funnel more air through the radiator, to improve the efficiency of the engine system. Ahead of the front wheels on either side of the main aperture, two larger air intakes increase the airflow to the twin oil coolers. Horizontal vanes bisect these oil cooler air-intakes to stabilise the airflow to further increase the cooling efficiency.
Since the Exige S2 was launched in 2004, the power has increased from 190 hp through 220 hp to 240 hp in standard road form – more for the track centric Exige Cup 260 – and the new larger air intakes improve engine cooling for these current higher powered Exige variants.
Mounted below the three new air intakes is a new aerodynamic splitter for the 2010 Model Year Exige. Made from a lightweight composite, the splitter is now extended to wrap around the whole of the front end and chiseled side lips are raised to deflect air around the tyres to reduce drag.
Mike Kimberley, Chief Executive of Group Lotus plc said, “Over the years, the Lotus Exige has developed a hardcore fan base around the world and its popularity has placed it as one of the legendary sportscars of the 21st century. So far, over 5000 Exiges have been hand-built at our high-tech manufacturing facility making it a significant contributor to our global production. The lightweight Exige has one of the highest specific power outputs of any globally emissions certified car and 133 hp per litre is a perfect demonstration of Colin Chapman’s philosophy of performance through light weight and of Lotus’ relentless pursuit of efficiency. The same technology that makes a lightweight car a high performer also makes it efficient – how many cars have performance figures of 0 – 100 km/h in 4.77 secs but produce only 199 g/km CO2?”
Like all Lotus cars, the functional components of the car are also beautifully designed as Russell Carr, Chief of Lotus Design, explains, “For 2010 we have taken the already visually extreme Exige and given it even more visual drama. The changes we have integrated into the front and rear of the Exige signal an even clearer and purposeful intent. The purposeful rear wing is race inspired, the new angular air intakes and full width splitter gives a more hard-edged and aggressive look. Overall, the Exige appears more planted and gives the illusion that both the front and rear of the car are wider than they really are without losing its agile and lithe character.”
Roger Becker, Director of Vehicle Engineering said, “The changes we have made to the Exige for 2010 Model Year are quite subtle when taken individually, but taken as a complete package they make significant improvements to aerodynamics and the overall look of the car. The Exige is a classic fit-for-purpose performance machine, the design tweaks we have made have reduced the drag, cleaned up the airflow around the front and rear of the car, whilst retaining the impressive balanced downforce figures, to give an exciting high performance drive.”
The specification of the highly successful 2009 Model Year Exige Cup 260, unveiled at the Paris Motorshow in 2008 remains unchanged.
Wowing crowds with its zero emissions electric powertrain, the e-tron was a big hit at Frankfurt. But only now has Audi of America’s president Johan de Nysschen confirmed the Tesla Roadster rival will reach showrooms.
The project is likely to be helped by Audi’s joint venture with fellow VW Group firm, Porsche, which will see the R4 share a new chassis with the next-generation Boxster and Cayman.
This new sports car range will feature an electric version at the very top of the line-up, with petrol versions underneath.
The new flagship will be powered by a development of the e-tron’s electric powertrain. There’s a lithium-ion battery pack with four electric motors, two on each axle, giving it a fresh take on Audi’s quattro four-wheel-drive theme.
These give an output of around 300bhp, as well as an incredible 4,500Nm of torque, delivering instant acceleration with 0-60mph in 4.8 seconds. Top speed is likely to jump from the concept’s 124mph to a more supercar-like 140mph – all with no tailpipe emissions.
As in the concept, the 470kg lithium-ion battery is placed in the middle of the car, where the engine would be. Once fully charged, it promises to deliver a range of about 155 miles.
Drive is biased towards the rear – just like the R8 – and the chassis is a new aluminium spaceframe set-up with plastic body panels to keep weight down to around 1,500kg.
De Nysschen said he expects to see prototypes on the road within two years, so showroom-ready versions could arrive in 2012. That gives Audi time to refine the electric powertrain and decide whether it wants to lease batteries to customers – as Renault is planning – or include them in the price of the car.
Further down the range, the R4 will feature several engines from the current TT line-up, including a 335bhp 2.5-litre five-cylinder turbo. It’s likely to arrive within the next two years.
It's not just the range-topping R8 that Audi is opening up on. The upcoming A1 city car will also get a convertible version, as well as a family of bodystyles.
First unveiled in concept form in 2007 and set to take on BMW’s MINI, the A1 will be released in less than a year priced just under £13,000.
But Audi bosses have already decided that the three-door will be swiftly followed by a five-door A1 Sportback, A1 convertible and mini-SUV models.
That variant will likely be badged Q1 to fit in with the firm’s larger 4x4 models. The move is aimed at pre-empting MINIs rollout of new models such as the Coupe and Roadster concepts shown at last month’s Frankfurt Motor Show.
Subaru has condensed its DNA, developed over many years around the Subaru’s core technology of “Symmetrical All-Wheel Drive (AWD)” and “Horizontally-Opposed Boxer Engine”, into the integration of a luxurious and high-quality cabin atmosphere and an eye-catching sculpted body.
The concept car features Subaru’s latest evolutions in handling agility, riding comfort and superior safety performance. It proposes Subaru’s vision of a future grand touring car that excels in environmental friendliness thanks to Subaru’s unique hybrid system. Design and packaging Subaru imagined wings with a feeling of freedom and confidence for driving far and wide in any environment. A luxurious and comfortable cabin, and advanced driving performance are contained within a sculpted aerodynamic form. The design features a combination of bright, open glass areas with a solid, reliable body.
The original point of the ideal grand touring car is its interior design, featuring four independent and comfortably positioned seats. Passengers are enclosed within an atmosphere that provides a surpassing feeling of openness and stress-free reassurance, through the further pursuit of a human-centered philosophy, the essence of Subaru car design, and the incorporation of functions that are friendly to passengers. The top of the dashboard is movable up and down to provide an optimal driving environment for the driver according to driving conditions. A flat floor in the rear seat was achieved even with the implementation of AWD, for improved use and movement inside the cabin. Specialized shielding is incorporated in the windshield to reduce eyestrain on the driver. New leather covering developed with superior breathability and a ventilation function is used in the seats for improved comfort and texture. Mechanisms In addition to refinements to Subaru’s core technology such as Symmetrical AWD and Horizontally-Opposed Boxer Engine, further enhancements were made for improved environmental friendliness, driving performance and high safety performance by offering a next-generation power unit system and advanced safety technologies.
With potent engine and sporty modifications, ERA MINI Turbo had all the ingredients for success, but appeal of fastest classic variant was hit by recession and sold in small numbers.
The Mini’s history is full of famous variants that have gone on to become classics in their own right. From the first Cooper to the Traveller estate, the many versions enjoy a wide and passionate following around the world.
Except, perhaps, for this one! You are looking at the quickest official production Mini ever built – the 1989 ERA Mini Turbo. Fast, good-looking and exceptionally well made, it was the spiritual successor to the Cooper and the 1275 GT.
Designed and engineered by Brit racing firm ERA, it was essentially a standard 1989 Mini fitted with the Metro Turbo’s 94bhp 1,275cc motor. It had a chunky bodykit, updated cabin and raft of suspension and braking modifications. Immaculately built throughout, the ERA Turbo was pitched as the ultimate no-hassle, no-risk special. ERA would take the standard cars and convert them, while Austin Rover would sell them through its dealers.
And, as the majority of parts were existing Austin Rover components, even servicing was simple. So, why didn’t the ERA become a big seller? Although Austin Rover marketed the car officially via its dealerships, the arrangement with ERA was complicated and, even with a £9,030 asking price, neither party was getting rich on the deal. Also, while interest in the car was strong, orders were hit by a global recession and after a mere 436 were produced, ERA and Austin Rover called it a day.
Today, unsurprisingly, the ERA is a real collectors’ item coveted by Mini fanatics the world over. Our version – owned by Keith Miller – is one of 346 models exported to Japan during the car’s two-year production run. Although time hasn’t been kind to certain aspects of the design, the Dennis Adams-styled bodykit and arch-filling alloys are real head-turners. And while the performance may seem tame by the standards set by the current crop of 200bhp pocket rockets, the combination of that torquey turbo and the Mini’s famously agile chassis is enough to quicken the pulse.
While ERA sales were modest, it proved to Austin Rover bosses that the Mini still had the potential to pull in new buyers. It paved the way for the highly successful Rover Mini Coopers of the late Nineties, and will hold its place in history as the fastest classic Mini ever.
It's the BMW that’ll turn rivals green with envy. The German firm has announced that it will unveil its cleanest, meanest sports concept yet at September’s Frankfurt Motor Show.
Our sources have hinted that the car will be a rear-driven, mid-engined two-seater, inspired by last year’s M1 Homage concept. Plus, it will feature all the latest fuel and energy-saving technologies, including KERS regenerative braking and engine stop-start.
The company also confirmed the concept will be joined by ActiveHybrid versions of the 7-Series and X6, promising over 15 per cent better economy.
There's the car that BMW is ‘banking’ its future on. This amazing tilting, tandem concept is called Simple – and it’s our best look yet at the upcoming project ‘i’ range of eco-friendly, low emission models.
It boasts three wheels and a body that leans to aid cornering, and the 500kg two-seater is capable of 120mpg thanks to a 12kW/hr battery pack.
Although it is classed as a motorcycle, Simple can be driven on a conventional car licence. It’s half the width of a 3-Series, as tall as a 5-Series and shorter than a MINI. BMW says this size and shape is the only way that it can achieve ‘super-efficiency’.
To ensure interior space is optimised, an ‘Ergo seat’ is used. This uses composite materials to cut weight and replicates the human skeleton. When the Project ‘i’ range arrives in 2013, it will offer electric, petrol, hybrid and diesel variants with two, three or four wheels.
In a related story, BMW is planning to launch its first front-wheel-drive car. The new model uses the next-generation MINI platform – which will be used first on the Crossman SUV. It will sit below the 1-Series in the range and is likely to be called the 0-Series.
In a further move, production of some MINI models could move to Germany, alongside the newcomer.
The 0-Series will use three or four-cylinder direct-injection turbo petrol engines, plus an electric powertrain from the firm’s Project ‘i’ EV range. It’s set to be available in three and five-door form from 2013, with a two-seat drop-top following in 2015.
In a bid to separate the model from the MINI, it’s rumoured that the 0-Series will be even more involving to drive, with a hi-tech chassis featuring an electronic diff and active damping. Pricing is expected to be higher, too.
Home of all the best Tokyo Motor Show coverage on the web.
Welcome to Auto Express's Tokyo Motor show homepage. Our team of journalists will be continually updating this page with the best and most up-to-date motor show coverage on the net in the run up to this year's spectacle.
The new Vauxhall Astra is a crucial car for the firm. We take arch-rivals from VW and Ford to meet one of the first cars off the UK assembly line.
There are high stakes involved with the launch of the new Vauxhall Astra.
It’s the sixth generation of the top-selling family car to be built at the Ellesmere Port facility in Cheshire, and its success will be pivotal to the British plant’s future. We couldn’t wait to deliver our verdict on the most important new Vauxhall of 2009, so we grabbed the keys to its biggest rivals to greet one of the first cars off the production line.
Waiting at the factory gates were the Volkswagen Golf and the Astra’s arch nemisis, the Ford Focus. The VW is fresh from victory at our annual New Car Awards, while the Focus has been a regular at the top of the sales charts since it arrived at the end of 2004. It still sets the dynamic benchmark in this ultra-competitive sector.
Headline news for the Astra is the introduction of a new 1.4-litre turbo engine, but the Golf has the award- winning 1.4-litre TSI unit in its arsenal already. The normally aspirated 1.6-litre Ford risks being outgunned in this company… so let battle commence.
Can stylish new supermini give VW's Polo and Ford's Fiesta a run for their money?
Take a look at one of the most important new Citroens ever! While the French company has the MPV market cornered with its Picasso-badged people carriers, it’s never offered a supermini which can really challenge the Ford Fiesta and Volkswagen Polo – but that’s about to change.
With buyers keen to keep a tight rein on running costs, small cars are big business these days. And the smart new C3 could potentially be Citroen’s best-selling model. But there’s another reason to look forward to its arrival – it also previews the upcoming MINI-rivalling DS3, which is Citroen’s latest attempt at tackling the prestige brands head-on. So how does the C3 stand up?
Very well! There’s a glimpse of the old car’s curves in the new design, but gone is the awkward quirkiness, replaced by a classier, more upmarket shape. Flourishes include neat slashes in the bonnet, a bold grille, intricate headlights and tail-lamps and a chunky stance. It’s distinctive enough to appeal to Citroen fans, but not so ‘out there’ that it puts off everyone else.
Inside, the C3 has taken a big leap forward. It’s gimmick-free and very well built, with a stylish dash that features a central silver plastic strip and soft-touch facia. Other neat touches include the thick-rimmed, flat-bottomed steering wheel and a classy row of ventilation controls on the centre console.
It would be nice to sit a bit lower, but with reach and rake adjustment, the driving position is good, and there’s plenty of room up front. There’s lots of light as well, thanks to a panoramic glass windscreen, known as Zenith. This is standard on all VT, VTR+ and Exclusive-trimmed models, but not the base Airdream+ cars. Pioneered on the C4 Picasso, it makes the cabin feel very airy and gives the driver and passenger a unique perspective.
Classy Space in the back is ample for two adults, and the boot is big, at 300 litres. Although equipment lists have yet to be finalised, expect air-con, alloys and a speed limiter to be included on the VTR+, with the top-spec Exclusive getting climate control and other goodies. However, ESP doesn’t come as standard on lower-spec models – and that’s why Euro NCAP has denied the French manufacturer a full five-star crash test rating. So it’s four stars for now.
The C3’s eco credentials are good, too. Both the 1.4 and 1.6-litre diesels emit less than 115g/km. A 99g/km model arrives next summer, with stop-start to feature across the range by the end of 2010.
Three-cylinder petrol turbo units will be available by 2012, but in the meantime 60bhp, 75bhp and 95bhp petrol engines will be available, alongside the flagship 120bhp 1.6-litre driven here. This revs smoothly and has decent punch, propelling the car from 0-62mph in a peppy 8.9 seconds, and returns 47.9mpg. It’s quiet at motorway cruising speeds, too. The five-speed manual gearbox is a weak point, though – it’s loose and imprecise, and could do with a sixth ratio to make high-speed work more relaxed.
Citroen engineers have done a good job with the dynamics. Where the old model suffered from overly light steering and grabby brakes, the new C3 is a class act throughout. Its controls are consistently weighted, but it’s got a big car feel with a soothing ride and real refinement. And although there isn’t the sharpness or agility you’d find in a Fiesta or MINI, it’s one of the finest-driving Citroens for a long time. Add that to the rest of the package, and you’ve got a supermini that can hold its own among the best.
Rival: VW Polo Essentially a mini Golf, the Polo is the most grown-up small car you can buy. It’s more sober than the C3 and build quality is better, but the Citroen has really closed the gap in every other area.
Classy looks and great refinement make supermini a winner
Cheaper, sportier and better looking... That’s what’s on offer from a three-door supermini.
Take Ford’s Fiesta, for example. While the five-door is a fine looker, it’s the three-door that really turns heads.
Up until now, though, you’d have been better buying a walking stick than rely on a three-door VW Polo to boost your image! Can the new version do anything to change that?
VW claims that subtle tweaks to the bodywork give the three-door a more aggressive stance. It’s luxurious too, with four trims – S, SE, Moda and SEL. And the three-door is expected to cost about £600 less than the five.
It uses the same engine range as the five-door, including the 1.6 TDI diesel, 1.2-litre three-cylinder and ageing 1.4-litre four-cylinder petrols. From next year we’ll also get a BlueMotion model with a 1.2-litre, three-cylinder diesel giving 88g/km, plus a GTI with VW’s 170bhp 1.4 TSI twincharger unit.
The top seller, however, is predicted to be this model, the new 104bhp 1.2 TSI.
After the buzzy 1.4, the 1.2 TSI feels lively and revvy. It pulls strongly from low revs, but is smoother and more refined.
It’s also faster, with a claimed top speed of 119mph and 0-60mph in 9.6 seconds.
However, fuel consumption of around 51mpg is 25 per cent better than the 1.6-litre unit the TSI replaces, while a CO2 figure of 130g/km means the 1.2 will fall into road tax Band D, costing £120 a year.
The six-speed gearbox is slick, but the seven-speed DSG twin-clutch transmission is definitely worth going for. Handling is crisp, if not as sharp as the Fiesta’s.
The electrically assisted steering reduces its effort with road speed and provides decent feedback. The ride is good, too, although road noise is obvious on concrete surfaces.
Even so, we came away from our encounter impressed. The Polo’s blend of refinement, driver involvement and practicality mean it really is a shrunken Golf.
Rival: Ford Fiesta The Fiesta rains on the Polo’s parade in terms of sharp looks, price and handling. However, only the 1.6 keeps pace with the 1.2 TSI, and you’ve got to go down to a 1.25-litre to match its economy.
Secret roadster version of McLaren MP4-12C revealed as lightweight 600bhp machine will hit top speed of 200mph.
It's only just been revealed to the public... but the new McLaren has already blown its top! Auto Express has learned that the Surrey-based company is planning to produce a Spider version of its MP4-12C supercar. And here is an exclusive look at how the stunning drop-top will look.
Going head-to-head with the Ferrari 458 Italia Spider, Lamborghini Gallardo Spyder and forthcoming Mercedes SLS AMG Cabriolet, the McLaren will boast a retractable hard-top, potentially the work of convertible expert Webasto. Layouts released of the firm’s new Woking factory show that an area of the facility has been devoted to ‘RHT [retractable hard-top] Sub Assembly’.
The tiny hood is likely to be made from lightweight aluminium or even carbon fibre, and will fold away behind the occupants’ heads ahead of the engine, slotting neatly beneath a pair of sporty buttresses.
The Spider is unlikely to weigh much more than its fixed-roof brother.
The Audi S5 is one of the most recent brands of the Audi Companies creations and each single one of their productions is value the money and time looking at. The Audi is one brand vehicle that produces the 4Wd drive in all their cars providing good secure driving. The Driving to a better success is set up driving an Audi. The gossip on Audi S5 forums is all about the quality of the vehicle and how much cash you will be saving if you drive one. The forums that contain information on the Audi S5 can be easy to find through other search engine such as Google or yahoo.
As for a sports coupe, the Audi S5 features a sporty and stylish exterior and interior design along with clear functionality. In addition to sporty exterior parts, Audi S5 also comes with a host of stylish and sporty interior amenities. Consumers can also feel the dynamic environment on the interior with the car’s sports seats, sports steering wheel, instruments with grey dials, and aluminum door sill plates. Audi tuned up the S5 and installed some of the highest quality chassis parts and power train systems. The sports coupe comes with a specially tuned sports suspension and high-performance brakes to provide improved vehicle handling and driving dynamics. The special high-performance brakes with their black painted brake calipers ensure precise deceleration. Audi has also included some of the high-end power train technology for the V8 engine to boost the Audi S5’s performance.
The torque distribution is perfectly balanced, 40 percent on the front axle and 60 percent torque out put carried to the vehicle’s rear axle. To complete the Audi S5’s power train system, a six-speed manual gearbox is mated to the engine to power the four wheel drive (4WD) configuration.
It’s the fastest, most expensive Continental ever – and it’s EVEN dual-fuel! We give our verdict
Auto Express Car Reviews
October 2009
Rating:
Meet the fastest, most powerful and driver-focused Bentley in history. The Continental range’s sensational new Supersports flagship seeks to take the marque’s performance to even greater heights.
With a list of upgrades that should get any enthusiast’s pulse racing, the Supersports boasts a 621bhp 6.0-litre W12, rear-biased 4x4 system, quickshift gearbox and uprated suspension. Its sporty cabin sees the rear seats removed and the fronts replaced with lightweight bucket items. New 20-inch alloy rims and carbon brakes complete a programme that reduces the car’s bulk by 110kg – although, at 2,240kg, it’s still pretty hefty.
And, in a further efficiency bid, the Supersports is the first FlexFuel Bentley, which means it can run on either petrol or E85 bioethanol, or both. This approach, coupled with more radical developments, will be applied to the rest of the line-up over the next few years.
Priced at £163,400, the new car costs £22,100 more than the excellent 602bhp Speed. But is it worth the extra? Well, it certainly looks a million dollars. All exterior chrome has been given a smoked-steel finish, the rear is slightly flared to hide a wider track and neat bonnet vents feed more air to the twin turbos. Together with larger exhaust pipes, those new 10-spoke alloys and a lowered stance, it’s subtly muscular.
If you want to stand out even further, you can choose one of two new exterior matt colours. There’s Light Grey Satin and the Dark Grey Satin shown here, although at a staggering £18,890 it’s an expensive option!
Inside, the first thing you notice is the way the hide-trimmed carbon seats clamp you in place. New diamond-quilted Alcantara trim complements the hand-crafted leather to hint at a more sporting intent. The lack of rear seats – replaced by a load area separated by a carbon fibre beam – underlines this.
Fire up the big twin-turbo W12 and it settles into a quiet hum. The ride does seem a little stiffer, but at low speed the Supersports still feels every inch a luxurious, refined Bentley. Even using the throttle gently, it’s possible to travel at great pace thanks to the W12’s 800Nm of torque, which arrives at a mere 1,700rpm. Flatten the accelerator and the car surges forward in huge leaps, shrinking distance with incredible ease and feeling even more responsive than the Speed.
Acceleration is crushing, with 0-60mph taking 3.7 seconds and 0-100mph arriving in only 8.9 seconds. Top speed is an awesome 204mph. Changes from the paddleshift automatic box are swifter, too, punctuated by an appropriate exhaust rumble – but although there’s more engine noise, there’s not as much roar from the mighty W12 as you’d hope.
The carbon brakes are deeply impressive as well, even if the pedal doesn’t feel particularly firm. And as soon as you turn into a corner you can enjoy the extra tautness and agility that the new suspension set-up offers. For such a large car, the Bentley is remarkably wieldy on tight, twisty roads: the rear-biased four-wheel-drive system helps here, allowing additional throttle adjustability. Yet the Supersports is at its best on sweeping corners: it really flows, gripping hard and showing great poise and traction.
Despite all the changes, the ultimate Conti still rides beautifully and cossets occupants just as well as the Speed. And while Bentley does not describe the car as a GT – without four seats, it can’t be, says the firm – the model is still a superb long-distance tourer. For most buyers, the Speed offers more than enough pace. But for those lucky enough to have the funds, the Supersports is a desirable addition that might prove too hard to resist.
Rival: Aston Martin DBS For nearly the same price tag you can have James Bond’s company car. Stunning looks and a gorgeous cabin combine well with a mighty 6.0-litre V12 engine which offers absolutely storming performance.
It traditionally puts miles per gallon before beauty – but if Toyota’s Prius looks a little too placid for your taste, then Japanese tuner Tommy Kaira could have the answer.
The firm, which earned fame in the Nineties by creating heavily modified versions of the Nissan Skyline and Subaru Impreza, has turned its eye to eco-friendly motoring and come up with its own version of the world’s number one hybrid.
Set to be unveiled at the Tokyo Motor Show, the upgrades give the Prius a more sporty and aggressive appearance.
The most eye-catching feature is the new front wing, which clearly marks the car out from its eco rivals.
It comprises a low splitter to improve downforce, plus wide-set foglights fixed in a contrasting black housing and an imposing air intake.
The suspension has also been lowered, and highlighting the ground-hugging stance is a pair of angular side skirts and new multi-spoke alloy wheels.
At the rear is an oversized bumper with integrated diffuser, while darkened headlamps, clear tail-lights and blacked-out windows complete the wild look.
Despite Tommy Kaira’s reputation for offering top-level performance packages, it’s not yet clear whether any mechanical changes have been carried out on the newcomer, too.
Can Mazda’s red-hot new Mazda 3 MPS beat Ford’s barnstorming Focus RS? We put them head-to-head for a duel to remember.
The arrival of the Focus RS has made 2009 a year to remember for fast Ford fans. After countless near misses and false dawns, the blue oval finally delivered a car worthy of the famous RS badge in July. Bold and brash, it careered into the hot hatch market like a bull in the proverbial china shop.
The most powerful front-wheel-drive car on the market, the Focus offers rally-inspired looks and performance that have already won over fans, ensuring it a place in the fast Ford hall of fame.
But as is often the case in this fiercely competitive sector, it hasn’t had to wait long for an exciting new rival to appear on the horizon. The latest Mazda 3 MPS is built on the same platform as the Focus RS, but in terms of design philosophy it’s a very different proposition.
Powered by a 256bhp four cylinder turbocharged engine, the five-door Mazda is aiming to steal the RS’s limelight with its rapid performance, practical cabin and sizeable £4,895 price advantage.
Seeing off the flagship Focus won’t be an easy task – the RS has already beaten the Mitsubishi Lancer Evo X – but given the Mazda’s specification and value for money, it certainly has the firepower to cause an upset.
Will the subtlety and guile of the MPS outwit the thunderous RS?
There’s only one way to find out… so we brought them face to face in a keenly anticipated battle of the superhatches!
Chrysler and Lancia will share products and distribution in Europe in the near future, the source, who has direct knowledge of the matter, told Automotive News Europe.
Lancia could derive a replacement for its Thesis flagship from the next-generation Chrysler 300, the source said. Lancia stopped building the seven-year-old executive sedan in the summer.
Fiat also is looking at other product sharing opportunities for Chrysler and Lancia.
Lancia could get a car derived from the Chrysler Sebring successor and Chrysler could get a version of the next-generation Lancia Ypsilon small car, due in Europe late next year.
Upscale Chrysler
Chrysler brand's former CEO Peter Fong said earlier this month that Fiat aimed to take Chrysler more upscale toward Cadillac.
On Monday, Fiat and Chrysler Group CEO Sergio Marchionne replaced Fong with Francois as Chrysler brand CEO in a shakeup that also saw the head of the Dodge brand, Michael Accavitti, leave the company and the creation of a Ram truck brand.
Francois keeps his job as Lancia CEO and stays head of marketing for Abarth, Alfa Romeo, Fiat, Fiat Professional light vans and Lancia.
He will also coordinate worldwide marketing strategies, brand development and advertising for the Chrysler, Jeep, Dodge car and Dodge Ram brands.
Lancia sold about 110,000 units a year from 2005 to 2008. From January to August, Lancia's Western Europe sales were flat at 79,683 units in an overall market that declined 6.6 percent, according to ACEA, the European automakers association.
Francois, a marketing expert, is credited with keeping the brand's sales stable during the economic crisis, helped by some very successful advertising campaigns.
Lancia's advertising has featured Carla Bruni, wife of the French president Nicolas Sarkozy, and Hollywood actor Richard Gere.
Francois, a French native, joined Fiat Group Automobiles in 2005 from Citroen, where he was the French brand's Italy chief.
The MkVI Golf has been in showrooms for less than a year, but already we have the best images yet of how its successor is shaping up. And our information on this radical new hatchback, slated for a 2012 debut, has come from the most unlikely source - VW itself!
A promotional video for VW's recently revealed L1 concept accidently revealed a groupe of designers hard at work on a clay styling model of the next-generation Golf in the background. You can see a freeze-frame from that video on the right. It might be a bit blurry, but the photo proves that work is well underway on the new Golf, suggesting a particularly short lifecycle for the current MkVi car.
As with the transition from MkV to MkVI, styling changes will be subtle and evolutionary - in keeping with the firm's existing design language. Changes include a sharper snout and more steeply raked windscreen, as well as narrower headlights and more pronounced wheel arches.
VW is staying tight-lipped about the leaked image, but the scene has been promptly erased from the official video.
For most automotive enthusiasts, the Porsche Cayenne Turbo S is almost too much sports truck as it comes from the factory. However in this crazy world of winged warriors and blown behemoths there is no such thing as enough, so the Porsche tuning experts at TechArt are offering a new performance package that significantly improves the SUV’s abilities.
On the outside, the Höfingen based tuners have added a bold new front bumper apron complete with larger air intakes and a combination of LED and large lower driving lights, a new vented hood, wider arches that house anywhere from 21 inch to 23 inch wheels, new rear bumper with integrated air diffuser and cutouts for the TechArt tuned exhaust and and a rear roof spoiler that all work together to turn the Cayenne Turbo S into a truly mean machine.
Thanks to an revised engine computer program, high flow air filter, modified turbochargers and tuned manifolds, TechArt has boosted the Cayenne’s output up to 680 HP and 664 lb-ft of torque up from the standard car’s 550 HP rating. The result is a 0 to 60 MPH time of 4.2 seconds for the 5000 pound machine that can also reach 125 MPH from a standstill in just 14.5 seconds on its way to reaching a top speed of 191 MPH. If you were a bit intimidated by the Turbo S before, the TechArt tuned Cayenne should scare the pants off of you.
Matt black from Russia with love. Top Car is offering an updating package for both Continental GT and Continental GT Speed.
The exterior package consists of: bonnet with additional air intakes, radiator grille GT Speed, front bumper with set LED daytime lights, front bumper lip, tinted front and rear lights, two composite side skirts with additional air inlets, rear bumper and diffuser, rear wing, exhaust tips and black window frames and lower side moldings.
The price for the package is 25.000 euro with forged wheels (GT Speed) or 30.000 euro with carbon fiber parts and forged wheels.
Wouldn’t it be great if Audi came out with an RS2 inspired avant for 2012. It would not only make for a great concept but it would be an even better road car; and if there is any automaker that can pull off a factory tuned 400+ HP wagon, it’s the four ringed German automaker. After a recent chat with a few Audi of America representatives it looks like a mid sized RS sports car is definitely in the works. As far as the extra spacious interior is concerned, Audi could go the way of their Bavarian brethren at BMW with a few GT inspired fastbacks. However we hope that 100 year old German automaker continues doing what they do best, insanely powerful five door wagons that wear RennSport badges. This is a trend that was started in 1994 with the Passat sized turbocharged five cylinder estate and continued with the original Euro only RS4 that was only available with soccer mom styling.
In no attempt to toot my own horn, the first time I found myself behind the wheel of a press car I was going to my at the time girlfriend’s house in an Imola Yellow Audi RS4 cabriolet and encountered an equally brilliant Lamborghini Gallardo along the way. So excuse the following if it sounds a little biased, but I can attest to the magic that Audi’s RS engineers can do; but if you have ever driven an RS model then you know about that special button that tightens the steering, increases the horse power and sharpens the RS4’s handling; turning and extraordinary carbon fiber clad touring car into a racecar detuned to be street legal, the RS models are so good that they can make a 350 HP A4 seem a bit tame.
What we took from the conversation is that Audi is looking to expand their B segment with a high performance factory tuned RS model for the U.S. market in the near future, so there is a strong possibility that the RS5 spy shot we showed you the other day should come true, but we would suggest that you don’t save your money for the future Audi Sport Quattro hopeful, just like the V12 TDI powered R8 super car, is a bit too pricey an idea for the German car builder to convince the Volkswagen Board of directors to invest in at this point in time. It is reassuring that the four ringed automaker brings almost every one of its concepts into a full scale production vehicle, although the Audi Sport Quattro was just a rendering that doesn’t mean that it couldn’t be one of the more memorable modern Audis and would definitely help to sell a few more A5 models, just like the old S3 did back in 1999 with a turbocharged four cylinder engine powering a Quattro all wheel drive system and looks that could kill.
Unfortunately for U.S. based Audi enthusiasts, the turbocharged five cylinder RS3 hot hatch will continue to be a Euro only model for the foreseeable future. Audi of America just can’t justify selling a premium hatchback in the U.S. Perhaps if they strap some electric motors onto an axle and call it a hybrid they would have a bit better luck. However they are confident that there are more than enough able bodies buyers to soak up as many M3 fighting super tuned Audi RS5s as the German automaker can import into the country.
BMW opened Frankfurt with its Vision EfficientDynamics concept, a 2+2 seat plug-in hybrid sports car that set the overall tone for a show where green technology and low emissions were the dominant focus. At the heart of the car is a small, 3-cylinder turbodiesel engine, positioned directly in front of the rear axle and working in tandem with a spine of lithium-polymer batteries powering electric motors.
Led by Mario Majdanzic (exterior) and Jochen Paesen (interior) the design of the four-seat, 4.6m long, 1.24m high sports car is very powerful design proportionally, with asymmetric surfacing communicating emotion and minimalism in a futuristic way. The ‘layering' of surfaces is immediately apparent both inside and out: thin surfaces fit on top of one another, reducing total component count and overall vehicle weight.
The exterior design is particularly successful at the front, with a powerful DRG referencing the M1 Homage concept. Sinister-looking, deep-set twin lamps flank the kidney grille, whose insides are blanked off and backlit with blue - a color picked up on the rocker cover, A-pillars and elsewhere, in places highlighting channels to improve aero-efficiency. Large, leaf-shaped gullwing doors, hinging from aft of the front wheels, reveal more layering inside, with materials wrapping into and over one another on the driver-oriented IP and center ‘spine'. The presence of the latter is reinforced by the seat bases, extended on their inner edges to flow towards - but never touch - the central tunnel.
The concept was well received by many of the designers we spoke with on the show floor. BMW believes premium brand values, performance and sustainability can go hand in hand - judged by this concept, they might just be right. Post Chris Bangle, there's still a strong desire for experimental, visionary concept cars within the firm.
LEIPZIG - September 26, 2009: Last year at the Paris auto show, when BMW unveiled the X1 Concept, we got a good view on what to expect of the future production model. Right now it rolls off the assembly line and a couple of days ago, I could drive the X1 xDrive20d, a mouth full indeed, but that’s what it’s called.
It was still too early for a test drive with the xDrive28i with the six-cylinder engine. At the moment, the xDrive28i is the only model confirmed to arrive on the North American market in the 2011 calendar year, but in which month is not clear yet.
With the new X1, that BMW calls an SAV sports activity vehicle, just like the X5 and X3, the Germans are entering the competitive premium compact segment.
As the name indicated, the X1 is smaller than the X3 and somewhat bigger than the 1 Series Coupe. With a 4 inches longer wheelbase than of the 1 Series, it is 3.5 inches longer, 5.5 in. taller and 2 in. wider, but it is still not large.
On the outside the new crossover (between an SUV and a station wagon) benefits from the extra inches with more balanced and sporty look than both the 1 Series and the X3. Of course, the interior space is somewhat less than that of the X3. I always try to sit ‘behind my own steering position and there is still ample space for my legs, which means that somebody some 5 inches taller than my own 5 ft 6 will still be o.k. while there will also still be enough head room. Click PLAY to watch video
The capacity of the luggage compartment of 14.8 cu.ft. can be extended to 4.6 cu.ft by folding the rear seats flat. Under the floor is storage space of some about 2 inches high, that can be formed into smaller sections by the optional divider.
Anyone, who has driven a new BMW lately will immediately feel at home, when entering the X1’s cockpit. The layout is familiar, the dashboard and center console have well placed controls and the materials are of a high quality. As we know from the new BMW models, also the X1 has standard equipment with 17-inch wheels, air conditioning, height-adjustable driver and front passenger seats, a leather steering wheel, Harman/Kardon audio system with Aux-in connections for external audio.
Front and side airbags as well as side head curtain airbags for the front and rear seats are also standard. All seats have automatic seat belts, up front with belt force limiters and a belt latch tensioner. Also ISOFIX child seat fastening points for the rear seats come as standard. All occupant restraint systems are controlled by the X1’s central safety electronics. As with the other BMW Series, also the X1 gets extensive optional equipment. For full details I refer to the BMW x1 ARTICLE (Includes Video) The Auto Channel published earlier this summer .
xDrive and sDrive
The X1 is the first X-model that BMW offers with both xDrive all-wheel drive and with sDrive rear wheel drive. That makes a lot of sense, as mostly owners in warmer climates will not need an all-wheel drive vehicle. During bad weather and road circumstances, the standard DSC, including ABS, ASC, DBC, DTC and Performance Control will be able to keep the car in the right track.
In Europe, the X1 sDrive will be available as the 18i and 18d and 20d, with 150, 143 and 177 hp respectively. The xDrive models come with a choice of three diesel engines, the 18d, 20d 23d and one gasoline motor, the 28i.
The only model available for the States will be the xDrive28i with the 3.0-liter straight-six motor, that has 258 hp and 228 lb-ft of torque between 2,600 and 3,000 rpm. This should be able to accelerate from 0-62 mph in 6.8 seconds and offer a top speed of 205 km/h or 127 mph (230 km/h or 143 mph with optional high-speed set-up). BMW claims its fuel economy to be 9.4 liter per 100 km or 25 mpg for the combined cycle.
Responsive
Our 177 hp strong 2.0-liter 4-cylinder diesel engine has a turbocharger with variable intake geometry and common-rail fuel injection. Two-liter may look relatively small for the 3,470 lbs weight of the X1. But the high torque (258 lb-ft), typical for a diesel, gives it enough power to make the X1 respond willingly and quickly to pressure on the throttle, especially in the range from 1,750 to 3,000 rpm, at which its maximum torque is available.
The X1 xDrive20d automatic accelerates in 8.6 seconds from zero to 96 mph and reaches a top speed of 127 mph. The nearly 200 lbs lighter sDrive20d should complete the sprint even faster: in 8.1 seconds. You will have to take it for granted we did not verify these numbers on the two lane roads of our German test route. Nor could we reach the top speed on the Autobahn close to Leipzig with its long stretch of 120 km/h (75 mph) limit.
The X1 is equipped with EfficientDynamics technology, such as brake energy regeneration and a detachable a/c compressor, plus a newly developed power divider with optimized efficiency for the xDrive all-wheel-drive system. For our xDrive 20d the measures result in an average fuel consumption (in the European cycle) of 5.8 liters/100 kilometer, or 40.5 mpg.
On and off Even though the X1 is not a large car, it has a long bonnet, but the higher seating position makes you feel in control with a good view on the road. The rear window, however, provides a more restricted view and in combination with the wide C-pillar makes parking along the curb, or backing up more difficult.
Upon returning the test car we realized that the X1 is the first all-wheel drive model that neither my colleague nor I drove off road. Our test road simply did not offer us any opportunity. But soft off-roading should not be a problem and with a ground clearance of 6.6 inches the X1 must be able to drive on dirt trails and through shallow ditches.
On the road the X1 drives well, feels stable and turns into corners with enthusiasm. You do not notice a trace of it’s all-wheel drive that provides good grip. During the emergency lance-change exercise, the car showed little body roll and was easy and fast to maneuver back to its own lane without any resistance. Steering is precise and quick enough for an all-wheel drive, weighty car. In short, the X1 is a well executed, fun and easy to drive vehicle, with the right size for the cramped European roads and parking spaces. In the US it is perfectly suited for urban driving, while it will offer enough comfort for the long haul as well.
Just in time BMW seems to hit the nail on the head again with the launch of a complete new model with the right size at the right time.
The Bavarians realized at the start of the financial crisis that the X1 would meet the need for down sizing and fuel efficiency and speeded up the development time of the X1 by 40 per cent.
This was possible because the Leipzig plant, where the X1 is built, is not only brand new – it started production in march 2005 – but also very flexible. It builds the 3 series sedan, 1 series three-door, coupe and convertible and now the X1. All models leave the assembly line in a mixed sequence. It enables BMW to match demand of the markets in an optimal way without running the risk of over production.
